Automatic band-brake for railway-cars



(No Model.) 2 Sheets-Sheet l.

T. INGLIS 8v W. SGHTERMANN. AUTOMATIC BAND BRAKE FOR RAILWAY GARS.

(No Model.) 2 Sheets-Sheet 2. T. IN'GLI-S 8v W. SGHIERMANN. AUTOMATC BAND BRAKE POR. RAILWAY GARS.

Patented Jan. 27,1891.

IHWH,

WVM/momo w@ MA, @mi

THOMAS NGLS AND 'ILLIAD'I SCUIERMANN, OF TYLER, TEXAS.

AUTOMATlC SAME-BRAKE EUR RAILWAY-CARS.

SPECIFICATON forming part of Letters Patent No. 445,181, dated January 2'?, 1891.

Application iiled February l5, 1890.

fo @ZZ whom t 71mg/ concern,.-

Be it known that we, THOMAS INGLIS and WILLIAM SCHIERMANN, both residing inl Tyler, Smith county, Texas, as joint inventors, have invented an Automatic Band-Brake for Street, Gable, Electric, and Railroad Cars, and an engineer-s drum foroperating same bra-ke, the object of said invention being to insure a more rapid and safer diminution of velocity of any car, doing away with the danger of collisions of trains on railway and other car lines, of which the following is a specification.

Our invention has relation to an automatic brake; and it consists in the construction and novel arrangement of parts, as hereinafter more fully described, illustrated in the accompanying drawings, and pointed out in the appended claims.

The object of our invention is to provide a brake of simple and inexpensiveconstruction, that may be readily attached to steam or tramway cars, that is automatic in its working, and to do away with the brake-beams now employed, which through their breaking down are two-thirds of the causes of car derailments.

In the drawings, Figure lV is a vertical longitudinal sect-ion of a car with our iinproved brake attached. Fig. 2 is a side view of one of the disks B; lfig. 23, a vertical section of the same, lfig. 4, an end view of the lever E and its brackets; Fig. 5, an end view, partly in section, of the hanger f; Fig. 6, an end view of the wimling-drum; Fig. 7, a vertical longitudinal section of the same; Fig. S, an enlarged view oi one of the three-armed levers and brackets; Fig. 9, a detail sidc view of the lever E and weighted lever; Fig. 10, a plan view of the wi11ding'-drum.

Referring to the accompanying drawings, in which like letters of reference indicate corresponding parts in all the figures, A designates the bottom of a car, having secured to it in the usual well-known manner trucks ct and d. ltigidly secured to the central part of the wheel-axles are hanged disks l5, and bolted or otherwise secured to the truck-holsters are brackets ZJ', provided with forwardly-extending perforated lugs b2, in

which are journaled three-armed levers C, for a purpose presently explained. Bolted to the Serial No. 340,650. (No model.)

bottom of the car near the central part thereof is a bracket D, provided with the downwardly-extending perforated arms d, between which are journaled by means of the shaftd av two-armed equaliZing-lever E, provided upon one facejust below and to one side of its center with a lugorprojection e. Pivoted upon the shaft d between the arms d, is alaterally-extending lever l?, the free end of which works in a guideway f, dependent from the bottom of the car. Bolted to the lower arms c c of the levers C, are brake'bands G, which pass around the ianged disks B. The upstanding arms c2 of the levers Care provided with eyes in which are secured chains H H. The opposite end of the chain H engages an eye in the lower arm E of the equaliZing-lever, While the opposite end of the chain H engages an eye in the upper arm E2 of the equalizing-lever. Supported on suitable rollers journaled in brackets dependentfrom the bottom of the car and running the entire length of the saine is the main brake-chain I, which is connected to the end of the lever F by a chain I. i Y

Having thus described the brake mechanism, we will now proceed to describe the means employed whereby the brakes are 0perated.

Secured in any desired manner to the end of a coach or to the engine-cab within easy reach ofthe conductor or engineer is a bracket J, provided with bearings jj, in which are 4journaled a shaft K, havingr loosely mounted upon it a flanged drum K', to which is attached one end of the main brake-chain I.

The letter L designates a cone-shaped sleeve designed to act as a friction-clutch for the drum K', carried by the shaft K to one side of the flanged drum, capable of longitudinal movement thereon7 but prevented from turning with the shaft by means of a key Z, passing through said sleeve, andan elongated slot l', formed in the shaft K, as shown.

M designates a ratchet-wheel keyed to the shaft K, and has engaging it a pawl m, secured to the bracket J, and is designed to prevent the shaft K from turning, and with it the drum K', when the brake-chain is wound on said drum.

In order that the friction-clutch may be held in engagement with' the flanged drum at all times, we place upon the shaft K between the ratchet-wheel M and clutch L a coil-sprin g M', designed to press against the face of the friction-clutch.

N designates a suitable winding-lever secured to the end of the shaft K; and to readily permitof the brakes being set by the unwinding of the chain I from the drum K, we form in the shaft K alongitudinal hole n, in which fits and works a rod n', provided with a forked end which engages the key Z.

The letter O designates a lever pivoted in an elongated slot formed in the lever N, the end of which bears against the rod n', the opposite end of the lever being provided with a suitable handle, as shown.

Adjustably secured to the lever F is a weight P, which forces the lever F down until the lug e n the equalizinglever E is engaged, which causes the leverE to'turn upon its fulcrum and set the brakes.

To readily permit of cutting out of the brakes upon one or more of the coaches forming the train, we form in the depending g'uidef wayf a series of openingsf, in which fits a pin f4. By withdrawing the pin and lifting the lever F free from the projection e, then replacing the pin and allowing the lever to rest upon the pin, the brake will be rendered inoperative.

The operation of our improved brake, taken in connection with the above description and accompanying drawings, Will be readilyv understood by those skilled in the art.

Having thus fully described our invention, what we claim, and desire to secure by Letters Patent, is

l. In an automatic brake, the combination, with the trucks of a car, of three-armed levers pivoted in brackets secured to said trucks, the brake-bands attached to the threearmed levers engaging flanged disks carried by the wheel-axles, and means, substantially as shown and described, for operating said brakes in the manner specified.

Q. In an automatic brake, the combination, with the trucks of a car, of three-armed levers pivoted in brackets secured to said trucks, the brake-bauds attached to the levers engaging flanged disks carried by the wheel-axles, and a connection between the three-armed levers and an equalizingdever pivoted to a bracket dependent from the bottom of a car, and means, substantially as sliownanddescribed,loroperatingsaidbrakes, as specified.

3. The combination, with a car and the trucks carried thereby, of three-armed levers pivoted in brackets secured to said trucks, the brake-bands attached to the leversengaging flanged disks carried by the Wheelaxles, and a flexible connection between the three-armed levers and an equaliZing-lever pivoted on a bracket dependent from the loottom of the car, provided with a projection adapted to contact with a weighted lever fulcrumed on the bottom of the car, and means, substantially as shown and specified, for operating the brakes, as specified.

4. The combination, with a car and the trucks carried thereby, of three-armed levers pivoted in brackets secured to said trucks, the brake-bands attached to the lower arms of the levers engaging flanged disks on the wheel-axles,a11d a connection between the three-armed levers and an equalizing-lever on the car provided with a projection adapted to contact with a weighted lever fulcrumed to f a bracket on the car, the 'outer end of said lever Working in a gnideway, and a connection between the lever and the winding-drum, and

means for operating said lever and brakes and y the cutting out of the same, substantially as specified.

In testimony whereof we affix our signatures in presence of two witnesses.

v THOMAS INGLIS.

XVILLAM SCHIERMANN. XVitnesses:

E. S. Coon, H. J. McINTosH. 

